Angular rate gyroscope for automatic steering



March G. WUNSCH ET AL. ANGULAR RATE GYROSCOPE FOR AUTOMATIC STEERI NG Filed Jan. 6, 1940 3 Sheets-Sheet 1 22 f 45 86 I *5? i i: 1 7/ Y O INVENTORS 'k ulwcw, A. Meamcwaaeaae, 0

- Bill/FE March 28, 1944. G. wUNscH ET AL ANGULAR RATE GYROSCOPE FOR AUTOMATIC STEERING s Sheets-Sheet 2 Filed Jan. 6, 1940 INVENTORS Marci: 28, 1944. G. WUNSCH ET AL 2,345,169

' ANGULAR RATE GYROSCOPE FOR AUTOMATIC STEERING Filed Jan. 6, 1940 I 5 Sheets-Sheets R" RU DDER T0 RELAY AND RUDDER 6/ I 55mm mam L RUBBER 65 INVENTORS FROM 60/00 Wurvscw, HZ/MUTH fiD/m KR0-NB5R6R GYRO R-RUDDER KHRL BHUER UNITED STATES PATENT ovrl ce T r m J aurom'nc s'rmmo Guido minimum Kroncaberger Bau r B r in. Germany: vested rropertycustodian ,andKarl application January, 1m, se-u No. 312,692

lnGmlulyhlm lacuna (cL'u-s) to use for automatic atea'higdevices for aircraft, asignai or impulse "We to clmngea in course or attitude, an-

othu'ahnalorsignalsresponsivetbfllerateof chame of oourseor attitude, sometimes referred toastheansularvelocityotthecrafl (i.e.,the

mstderlvativeofcoursechangeLandevma third i nll sponsive to the second derivative ofthecourseorattitude change (i.e.,theangular acceleraflon of the craft) in order to maintain l0 rtm ueisameasureoitheangularacceleration of the craft. The'extent of precession of the m against its usual centralizing springs isameasmeoftheanglllar velocity otthecrait, asiaweliknnwninthe art, but accordingto our invention, we combine this motion with the accelerationproduced motionin anoveimanner tormduceasinglesianalreiponsivebothtoangular velocity and angular acceleration.

v A further object of the invention is a relatively simple .5: device which permits mutual adjmtmmt of the impulse values due toboth anwhllethemotlomoithegimbalframe shouldbe keptassmallaspocsible.

In order to prevent oscillation of the mo system, we prefer to provide a damping device which keeps the rotor bearing frame in a definite relation to the housing. As it is characteristic of a damping device totorm the derivative ofthevalueitispossibletoincrease the impulse due to angular acceleration it the dampingdevieeissoarrangedthatitactsin theaamesenseagainstthegimbalirameasthe torque resulting from the bearing pressure of therotorbearingframe. Thisisthecaseifthe damping device is arranged in one of the two angular sections whichextend fromthe precession axis oihe rotor bearing-frame in the directionofrotationofthegyrotothemaingim-' balaxiaasmaybeprovedeasllyiromthethemy oitheaymcwp Inordertoohtainanimpulseduetoangular velocity, the restraining spring for the rotor bearingiramemustbesoarrangcdthatasthesprlng isloaded,atorquearolmdthemaingimbaiaxis' isexertedonthegimbalirame. Inordertoadd theangularvelocityimpulsetotheang'ularacv celeration impulse in the corrwt sense, the point gularvelodty'andangularacceleratiomand" vhichisparticularlyadaptedforuseashnpulse generator for an automatic steering device for aircraft. Thesymiasuspendedin-gimbalsand flngyrorotorbearlngn'ameaswellastheouter 'gimhalrmalemrestrainedagainstthe housing. The restraint is comparatively weak for the rotor bearing frame, but very strong for thegimbalrhigihegimbalriugbeingconnected torn. power control devic for transmitting the tivo vahies. In adjusting the relative mop rfionsotthetwosetsot rsprings in order to adapt the device to the particular conditicnsunderwhichitistobeused,itisneeessary tokeepiumind that-the rotorbearingirame must have suflicient freedom for precession in ordertobeabletotransmitto'thegimbaljng a aumciait reaciion as accel a n m.

of attachment of the'restrainingspring mustbe located in theme orgat least in the diametriy ppodteangularsectionasisthedamnin de i Asitis,withaviewtothecorrect functioning of thedevice, that the movements med b thegimbaltrameshculdbeverysmah,' it is imperative to provide s spe si of the gyro ireetrom back-lashandwithoutanylcst motion, and furthermore. friction must be limit'e'd to'the minimum. These requirements are fulfilled in the further development of the inventimbyuaingleatorspringwiresas 'suspensicn means iorthegimbal frame and for thelinkaaeattachedtothesyro.

Itwastmmdthatduetotheyielding offlle gyroaroundthemam'gimbal axis,thereissensitivitytoangularvelocitiesaroundana xisin theplaneotmeasurementvertlcaltothegyro rotoraxis. ltiapoaaibletocompensatetorthis' oiten disturbing influence by inclining the axis otthegyrorotdrhearhigirameagainsttheplane of ment.- Asahownby avector and by experience, the influence of the disturbing angular velocity is eliminated it thepointatwhichthespringattacheafotherotorbearingtrameislocatedintheplaneofmeasurementgungthroughthepointofinteraection oithe gimbalamwhichinthecaseotan which, for practical reasons, preferably is ar-' ranged diametrically opposite to the point at which the restraining spring is attached.

It is recommended that the mechanical design of the device be arranged in such a way that the gyro and the power transmission device which transmits the measured values are mounted on a common frame or base plate. and that with vertical arrangement of the gimbal frame the same be suspended by means of leaf springs from a separate carrier frame mounted on the base plate. In order to make vertical dimensions small, it, is possible to let the lower part of the last mentioned frame project into the base plate.

Especially characteristic of the embodiment of the invention as shown in the drawings, illustrating a pneumatically driven device, is the arrangement of air passages inside of the mount,- ing plate through which air is conducted directly to the parts using the air without any pipe lines. In this way a compact arrangement is possible whichis easily manufactured and assembled.

The present invention may be regarded as an improvement in the rate of turn gyro forming a part of the general system of automatic steering'of aircraft shown in the prior application of Adam Kronenberger, one of the joint inventors of the present application, Serial No. 312,691, filed January 6, 1940, for Automatic steering devices for aircraft.

Further details of the invention will be apparent from the following description of the embodiment thereof.

section, and the mounting plate itself is mounted in an inclined position on a separate frame.

Fig. 2 is a view from above on a larger scale surface of the frame I! by meansof a bolt l1 and a washer H. The other end of the spring is connected by means of bolt 18 and washer ii to a projection H3 of the gimbal frame ii, The

lower suspension of the gimbal frame is designed as an exact equivalent. y

The frame I! has two projections l8 by means of which it is mounted on the machined surface of the base plate 2|. As seen from Fig. 1, the suspension frame I! projects at 22 through the frame-like base plate 2|, which has ribs 23.

This arrangement allows secure fastening of the suspension frame It and a lower height of the gyro unit. Openings 24 provided in the suspension frame .II on both sides afford easy accessibility to the bearings 12' of the gyro rotor axis, which are threaded into the frame l2.

The gyro drive Jet 25 is attached directly to a machined surface 28. The compressed air is fed to the jet through a passage 21 in the base plate.

The gyro is spring restrained around both gimbal axes. The comparatively weak restraint of the bearing frame I2 is obtained by means of a leaf spring 28 which is, attached to a bracket fastened to the base plate at 28. By shifting of a clamp 32 attached .to the bracket by means of a screw ll (Fig. 2), the effective length of the leaf spring may be adjusted so that the restraint of the rotor bearing frame If may be changed. The leaf spring 28 is attached toa projection 35 of .the frame 12 by means of two spring wires 33 and 83 and'a stifl intermediate member 34. The distance of the point of attachment from the axis of the pivot 14 is comparatively small so that the spring has a short lever arm about the precession axis l4 and is notsreatly deflected.

On the other hand, the spring has a substantial lever arm about the vertical axis provided by spring I8, so that the precession of the gyroscope about axis exerts a direct torque on spring I, thereby causing a displacement about the substantially vertical axis proportional to the rate of turn .of the craft. In this manner, the angular velocity term is added to the angular acceleration term sothat the movement of the gyro with respect to the craft about this axi may be utilized as the signal producing means for actuscope, the jet pipe pick-off, control bellows, etc.

The gyro rotor l I is air driven and is ioumaledon a; horizontal spin axis in a frame l2, which in turn is carried by the gimbal frame I 3 in pivots 3 II for precession about a secondary axis. The

g'imbal frame is arranged inside of the rotor bearing frame I2 and has a rubber covered stop pin 13 which serves the purpose of limiting angular precession of the frame l2. The gimbal frame or vertical ring is mounted in a fixed fram II by means of leaf spring l8, giving said ring limating the servomotor of the automatic pilot.

In a similar way, on the other side of the frame l2 there is provided a proiectiofi'ii (Fig. l) which is arranged below the'pivot bearing l4 and which, with respect to the rotor spin axis, is located diametrically opposite to the projection ll. Connected to the projection 38 by means of a similar wire device 31 is a differential pressure diaphragm system which serves the Purp e of damping oscillations of the yro aroundthe secondary gimbal axis ll-ll. In the diaphragm housing a (Fig. 2), m the middle of which'a metal diaphragm 38' is mounted, there is on each side a hole 38 (Fig. 7) the cross section of which is adjustable by means of needle valves 40. In this way the entrance and exit of air in the two chambers of the housing may be adjusted in order to obtain the desired amount of damping. The use of a metal diaphragm for the-damping of oscillations of the yro rotor frame has the advantage ofbeing free from friction as compared with the piston damping devices employed.

The diaphragm housing 38 is carried by a small bracket 4|, which also carries ,the relay controlled by the precession of the gyro. A pneumatic jet pipe 42 has been provided, which in known manner is arranged opposite to two ports "41. As the i tpipe is displaced fromits nected to the gimbal frame It.

asssnsc "and" whicharecontainedin ll. Inthemeanpositionofthe isequalpressureinthetwochannels whichareconnectedtotbetwonippleslland position, adiil'erentlal premureiscreated lathe lines which operates a rudder motor. ifnecessary, ahrough'asecond relay. Thenipplesfas shownin Fig. 2arethreadedtoreceivethep pecouplinss toandiromtheasimuthgyroandrelay.

The jet pipe flissu'spended from a projection li'byabracket llb'ymeansofaleafspringll,

free from friction. The member ll attached to theletpipeisconnectedtotheleverlsbymeans of a multiplication leverage not shown in detail but consisting of a spring wire ll and suitable arrangement of leaf springs I. The lever I! is actuated by means of a spring wire it from the gimbal frame ll.

- Because of the large multiplication between the gimbal frame and the jet pipe, the suspension spring ll of the jet pipe together with the other small turns are sufiicient to move the let pipe 42 V in front of one or the other of the ports is and ll.

AsmaybeseeninFigs.-1 and 2,thegimbal frame has on its lower righthand side a reinforced member II which carries a fork 53. The end it of the fork forms a mounting point for the wire 5|, establishing the connection with the drlveletflandthedlaphrscmhousingll. passages Ilsbowninl'igdbydaflilinuand leadingtothejetpipelLareconnectedliymeam of a holes. with the same We IIinllg. 3 which also serves. the drive let 2!.

fromaconnecting nipple ll. order-tobe to adjust separately the presurefor ss andtheotherone adiacenttothedrlveict 2s. The operator therefore is in a position to change the gyroscopic effect of the b! ehan in ltsspeedandaisotochansetbemaximum differential pressure in the w I damping device 38 whilethe other end of the fork 55 is connected to a bell-crank 56, 58', which is carried by two leaf springs Ill and which may be oscillated aroimd an axis 58. The leaf springs 51 are connected at one end to the crank SI and at the other end to the columns 80 of a member 59 which is molmted on'the base plate II.

The other end 58' of the crank is connected by means of a shaft 8| with a fork 62. This fork is moved by a. differential pressure diaphragm as the pressure in the passages II and Rig increased.

The distributor 45, which carries the ports a e and 44, is fitted to the machined surface 12 (Figs.

1 and 2) and has on its underside two openings 13 and It (Figs. 2 and 3) which are to the passages l3 and M in the base plate. In order to line up the jet piped! accurately with the ports 43 and II, the jet, pipe itself may be shifted by changing the length of the connectlng member ll. Because of the extremely high multiplication between the gimbal frame and the Jet pipe, the adjustment .is, however, obtained more easily by shifting the distributor II; For this p rpose it is possible to shift the same by means of screw Ii against the pressure of a leaf s ring 15, after loosening the two holding screws 11 which, during the adjustment, guide the distributor perpendicularly to the jet pipe, for which purpose slots ll extending in the direction of movement are provided in the distributor instead of holes.

located in a diaphragm housing 63 mounted from below in the frame-like mounting plate 21. The vertical movements of the diaphragm are translated into lateral movements by means of the bell-crank 56. The diaphragm housing 63 has 7 its course, as shown, for example. in the aforesaid prior application of Adam Kronenberger. Course deviations therefore result in a pressure against the diaphragm. which, by means of the linkage, 62. SI, 56', it, is transmitted'to thefree end 55 of the crank, which in turn is rigidly con- Before theioperation of the device-is described, the following. additional remarks must be made: The jet pipe bracket 4! and the distributor 45 are directly mounted on the base plate and thereby connected 120 98888888 provided therein in a manner similar to that described for the gyro .versal mounting is obtained by a three-point suspension. The mounting employs rubber links I! and 84 which yieldin case of hard shocks, but

which have comparatively little spring action be- I cause the gyro must follow all motions of the airplane in order to obtain good steering action. Th operation of the gyro Isan automatic steering device for course steering for aircraft is as follows:

If the airplane turns from its about its vertical axis, a strong torque is immediately exertedon the gyroscope through the stiff spring II, causing precession of the rotor bearing frame about; axis M against weaker centralizing spring 28. Considering the component. of spring which acts about the precession only, 'the gyro will then precess until theforce equals the force of spring 28. at which the gyro will reach asteady state about axis if the rate of turn remains constant. In this con dition it may be shown that there is no deflection of the spring "Lt-he force exerted byvthe spring 28 about axis I. causingthe gyro to process about its vertical axis at the same rate the airplane is turning. In other words, the spring I only remains deflected during angular and utilized to displace the .let pipe 42 in addition to the displacement of said pipe caused by the angular acceleration.

Because of the course deviation, a differential pressure has also been created in the passages 88' and H due to the action of the azimuth gyro, which by means of the diaphragm enclosed in the housing 68 exerts a force against the proiection 58 or the gimbal frame l8. Furthermore, the reaction of the damping device 88 acts upon the rotor bearing frame i2 and thereby upon the main gimbal frame. All these steering impulses are so arranged in their direction that they add up. If th airplane moves in the direction of the arrow 88, then the gyro, which rotates in the directionjof the arrow 88, precesses in the known way as .the airplane turns to the left, or clockwise as seen in the direction of flight. The torque resulting from the restraining spring 28 therefore also .acts clockwise as the-gyro is viewed from above. As the connecting link 81 in Fig. 2 moves upward with the precession motionof the gyro just described, it is obvious that this torque also acts in the same sense against the gimbal frame 18. But e motion of'the gimbal frame due to the prec ion motion of the rotor bearingframe follows in the same sense,

which may be seen very easily if the whole gyro system is imagined as a mass with an inertia artificially increased many times. It is then evident that the gimbal frame must move relatively to the right as the airplane turnsto'the left, thereby trying to maintain its position in space. The impulse obtained from the course diaphragm 88 is so added to the above described action that a pull is exerted on the forked end 88. This means that there must be excess pressure in the lower diaphragm chamber which-is connected to the nipple 81.

The clockwise 'motion of the gimbal frame I8 causes iet' pipe 42, by means of the mechanical multiplication, to move a much greater amount to the left. This causes excess pressure in passage 48' which by means of nipple 48 is connected to an intermediate relay or directly to the rudder motor, which now turns the rudder of the airplane towards the right in order to thereby eliminate the deviation from course, all as shown in the aforesaid prior application ofAdam Kronenberger.

As already described, the inclination of the gyro against the horizontal is used in order to eliminate the influence of angular ,velocities around the-longitudinal axis of the airplane. Itor this purpose the connecting point 88 of the restraining spring and 88 of the damping device are so placed that the connecting line if located in the horizontal plane and goes through the gyro rotor axis. All rolling motions then are without disturbing influence, which may be explained most simply by the fact that the effective lsver arm oi the restraining spring 'or the damping points 85 and 86 have zero distance from a horizontal plane through the gyro axis.

As may be shown by vector analysis, the angular velocity of the roll. in case of still further inclination of the frame, would act in a supporting sense, that is, in case of a rolling motion in counter-clockwise direction resulting from the attempt of a normal airplane to go into a counterclockwise curve, the eflect of the roll would produce a let pipe displacement to the left in the same sense as produced by a reaction of the gyro to the turning around the vertical axis of .the airplane. I

This gyro device may be used for the stabiliza-- tion' of an airplane around the longitudinal axis or the transverse axis in the same manner as described for the vertical axis. In most cases 'the natural damping of the airplane around the two axes iust'mentioned is so great that the automatic steering device only needs to be equipped with the usual ,type of turn indicator gyro giving a signal proportional to angular ve locity, while for course steering, because of the very small natural damping around the vertical axis, it is much more necessary to employ my improved type of turn indicator gyro which givesin addition angular acceleration values caused by the motion of the gimbal frame.

Havingdescribed 'our invention, what we claim and desire to secure by Letters Patent is:

1.' An angular rate gyroscope for control of automatic steering devices of dirigible craft, comprising a base, a support on the base, a gimbal ring within the support, stiff spring means connecting the gimbal ringto said support whereby the gimbal ring has limited turning movement about an axis inclined to the vertical, a rotor bearing frame carried by the gimbal ring and pivoted on an axis substantially normal to said first mentioned axis, centralizing weaker spring means connecting said rotor bearing frame to said base to oppose precession whereby during a change in the angular accelerationof the gyroscope due to a change in the direction of the craft andconsequent precession of the gyroscope about said second mentioned axis there also occurs a slight relative turning of the gimbal ring and its support which is proportional to such acceleration, a pick-off device on the base, means connecting the pick-off device to the gimbal ring whereby said pick-oil! device is responsive to the angular acceleration of the craft.

2. An angular rate and angular acceleration gyroscope as claimed in claim 12, having a damp-' ing device connected to said rotor bearing ring, comprising an air container, a flexible diaphragm therein connected to said ring, and air leaks on both sides of said container.

3. An angular rate and angular acceleration gyroscope as claimed in claim 12, characterized by support-means fixed to said base plate and leaf, springs suspending said ring in said support means. i

4. Anangular rate and angular acceleration gyroscope as claimed in claim 12, characterized by the fact that the main axis of the gyro is respectively, has been made zero because the 78 so inclined to the vertical that a line connecting the points of attachment. of the centralizing springs to the rotor bearing frame lies in a horlsontai plane which passes through the rotor axis.

5. A gyro according to claim 15, characterized by-the arrangement of common mounting of the gyro and the'signal generator or pick-oi! for the transmission of the measured values on a comto changes in angular'acceleration and angular velocity of the apparatus, distributing means carried by said base plate for delivering fluid dischar ed through the jet pipe-to a pneumatically operated device, said distributing means comprising a block movable on said base plate, said ring tovthe base plate, relatively weak elastic restraining means connecting the rotor bearing frame to the base plate about both said axes,

block being provided with a pair of ducts, means connecting one end of each of said ducts to said pneumatically, operated device, said block being mounted to have the other end of each of said ducts located adjacent the end of said Jet pipe to receive fluid discharged therefrom and manually operated means for shifting the position of said block whereby to bring the ends of said ducts opposite the; discharge end of said jet pipe into operating alignment therewith- 8. A gyro according to claim 12; characterized by the fact that the main axis is inclined in such a way that the sensitivity of the gyro to banking of the craft is substantially eliminated.

9. An angular rate and acceleration gyroscope as claimed inclaim 12, having a system of motion multiplying levers between said gimbal ring and pick-oil device, each lever being pivoted on a leaf spring.

10. An angular rate and acceleration gyroscope as claimed in claim 12, wherein said pick-V on device comprises a jet pipe and a leaf sprin providing a centralizing pivotal support therefor.

11. An angular rate and acceleration gyroscope as claimed in claim 12, wherein leaf springs .are employed for centralizing about both the vertical and horizontal axes of the gyroscope.

12. In an angular rate gyroscope, a base plate,

a gimbal ring mounted thereon for restrained turning about its main axis, a rotor bearing 'frame, a rotor iournalled in said rotor'bearing and a pick-oi! on the base plate connected to said gimbal ring, said pick-off giving a signal responsive to the angular rate and the angular acceleration acting on the base plate about said main axis. p

13. An angular rate gyroscope as claimed in claim 12, having a damping device one part of which is connected to said base plate and the other part is connected to said rotor bearing frame at such point as to exert a force about both said axes in a direction to increase the displacement about th main axis whereby the acceleration signal is increased.

14. An angular rate gyroscope for control of automatic steering devices of dirigible craft as claimed in claim 1, having an-additional means for applying torque on said ring proportional to amount of turn of said craft, whereby said'pickofl. device is also responsive to angular displacement.

15. In an angular rate gyroscope, a, base plate, a gimbal ring mounted thereon for restrained turning about a main axis, a rotor bearing frame, a rotor iour'nalled in said rotor bearingframe for spinning, the rotor bearing frame being mounted on said gimbal ring for turning about gimbal ring, said pick-off giving a signal responsive to angular acceleration of. said base plate about said main, axis.

16. An automatic steering device for aircraft.- including the combination claimed in claim 12, of a pressure diaphragm responsive to the amount of course change signals whereby said pickoff is responsive to the summation of angular displacement, angular velocity and angular acceleration, said diaphragm being mounted upon the underside of said base plate and projecting through the same, and connection from said diaphragm to said pick-off device.

' oumo W'U'NSCH.

ADAM KRONENZBERGEB. 

